CN211764897U - Drive device for driving a vehicle and vehicle - Google Patents
Drive device for driving a vehicle and vehicle Download PDFInfo
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- CN211764897U CN211764897U CN201922294155.1U CN201922294155U CN211764897U CN 211764897 U CN211764897 U CN 211764897U CN 201922294155 U CN201922294155 U CN 201922294155U CN 211764897 U CN211764897 U CN 211764897U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The utility model provides a pair of a drive arrangement and car for driving vehicle, through combining in-wheel motor, drive antiskid control ware and directly yaw moment control ware, in-wheel motor can the accurate braking to electric torque can adjust in the short time, has improved traction force and stability control, has reduced braking distance and has improved drivability and security. Compared with the technical scheme that traction and stability control of the traditional vehicle are realized by slowing down the rotating speed of the wheels, the driving torque is more effective than deceleration force, accurate braking can be realized, and the operating stability and dynamic property of the automobile can not be reduced when the road adhesion coefficient is small.
Description
Technical Field
The utility model relates to a vehicle braking technical field, more specifically relates to a drive arrangement and car for driving vehicle.
Background
The hub motor is used as a power propulsion system of a next-generation electric automobile, and the automobile has the advantages of high efficiency, good driving dynamic property, active safety, space saving and the like by eliminating a heavy transmission, a transmission shaft and a differential gear. The rear wheel hub motor driven vehicle has two independent motors mounted on two rear wheels of the vehicle, the motors directly provide real-time torque to related tires, and the hub motor system not only makes extra space on the chassis for passengers and goods, but also improves vehicle performance.
Traction and stability control of conventional vehicles is accomplished by slowing the wheel speed, which is slow and has a number of disadvantages.
SUMMERY OF THE UTILITY MODEL
In order to solve the defects of the prior art, the utility model provides a drive device for driving vehicle, include:
the wheel hub motor system, the drive antiskid controller and the direct yaw moment controller are in communication connection;
the hub motor system comprises two hub motors which are correspondingly arranged on two rear wheels of the vehicle, and the hub motor system feeds back wheel speed information to the driving anti-skid controller;
the driving anti-skid controller acquires the wheel speed information and the pedal moment of the vehicle in real time and outputs a real-time adjusting moment for adjusting the hub motor;
the direct yaw moment controller acquires the vehicle yaw angular speed information and the mass center side slip angle information, acquires the real-time adjusting moment and outputs a corresponding real-time active yaw moment;
the in-wheel motor system receives the active yaw moment and provides a real-time torque to the rear wheels through the in-wheel motor.
In certain embodiments, the in-wheel motor system further comprises:
and the rotary transformer is arranged on the rotor of each in-wheel motor and used for detecting the angular displacement and the angular speed of the rotor in the in-wheel motor.
In certain embodiments, the in-wheel motor system further comprises: and the motor controller is used for controlling the rotor speed of the hub motor by adjusting the real-time power of the hub motor.
In certain embodiments, the motor controller is communicatively coupled to the in-wheel motor system via a CAN line.
In certain embodiments, the hub motor is of an inner rotor type construction.
In certain embodiments, the hub motor is an inner rotor permanent magnet synchronous motor.
In some embodiments, the hub motor is further provided with a fixed ratio reduction gear, which is a planetary gear reduction gear.
In some embodiments, the hub motor is an outer rotor type structure.
In some embodiments, the inner rotor permanent magnet synchronous motor has a rated power of 17 KW.
In certain embodiments, the in-wheel motor system further comprises an energy storage, and the in-wheel motor is a reversible motor.
The utility model also provides an automobile, include as above drive arrangement.
The utility model has the advantages as follows:
the utility model provides a drive arrangement and car for driving vehicle, through combining in-wheel motor, drive antiskid control ware and the direct moment controller of yawing, in-wheel motor can the accurate braking to electric torque can adjust in the short time, has improved traction force and stability control, has reduced braking distance and has improved drivability and security. Compared with the technical scheme that traction and stability control of the traditional vehicle are realized by slowing down the rotating speed of the wheels, the driving torque is more effective than deceleration force, accurate braking can be realized, and the operating stability and dynamic property of the automobile can not be reduced when the road adhesion coefficient is small.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 shows a schematic structural diagram of a driving device for driving a vehicle according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
Traction and stability control of conventional vehicles is accomplished by slowing wheel speed, but this is a slow method and is limited to applying a retarding force. For a normally running vehicle, the force between the wheel and the road surface is limited by the adhesion characteristics between the tire and the road surface, and when the force between the tire and the road surface approaches or reaches the adhesion limit, for example, during starting or accelerating running of the vehicle, if the road adhesion coefficient is small, the driving torque of the vehicle often exceeds the adhesion limit between the tire and the road surface, excessive slip of the driving wheel is generated, and the steering stability and the dynamic property of the vehicle are reduced.
Fig. 1 shows a driving device for driving a vehicle according to an embodiment of the present invention, including: the system comprises an in-wheel motor system 101, a driving antiskid controller 103 and a direct yaw moment controller 102 which are in communication connection, wherein the in-wheel motor system 101 is in communication connection with a vehicle.
The wheel hub motor system comprises two wheel hub motors which are correspondingly arranged on two rear wheels of a vehicle, and feeds back wheel speed information to the driving anti-skid controller; the driving anti-skid controller acquires the wheel speed information and the pedal moment of the vehicle in real time and outputs a real-time adjusting moment for adjusting the hub motor; the direct yaw moment controller acquires the vehicle yaw angular speed information and the mass center side slip angle information, acquires the real-time adjusting moment and outputs a corresponding real-time active yaw moment; the in-wheel motor system receives the active yaw moment and provides a real-time torque to the rear wheels through the in-wheel motor.
The utility model provides a pair of a drive arrangement for driving vehicle, through combining in-wheel motor, drive antiskid control ware and direct yaw moment control ware, in-wheel motor can the accurate braking to electric torque can adjust in the short time, has improved traction force and stability control, has reduced braking distance and has improved drivability and security. Compared with the technical scheme that traction and stability control of the traditional vehicle are realized by slowing down the rotating speed of the wheels, the driving torque is more effective than deceleration force, accurate braking can be realized, and the operating stability and dynamic property of the automobile can not be reduced when the road adhesion coefficient is small.
For a normally running vehicle, the force applied between the wheel and the road surface is limited by the adhesion characteristics between the tire and the road surface. When the force between the tire and the road approaches or reaches the adhesion limit, for example, during the starting or acceleration of the automobile, if the road adhesion coefficient is small, the driving torque of the automobile often exceeds the adhesion limit between the tire and the road, the driving wheel is excessively slipped, and the driving stability and the dynamic property of the automobile are reduced. To prevent excessive wheel slip, a drive slip Control system, i.e., tcs (traction Control system), is introduced.
The TCS of the traditional vehicle controls the slip ratio of the driving wheel in a reasonable range by coordinately controlling the opening of the throttle valve of the engine and a braking system, and the control process does not need to acquire the speed information of the vehicle and continuously adjust the torque. The utility model discloses in, because what the drive wheel adopted is the in-wheel motor, under the condition that braking system does not participate in, can be through continuous adjustment motor moment (adjust and control according to the vehicle speed information that acquires in real time), with the slip ratio control in appropriate scope.
It will be appreciated that controlling slip rate is a well known technique, and in particular, the prior art calculation of slip rate s is as follows:
wherein v isxThe wheel edge speed is in km/h; v. ofaThe unit is speed of vehicle, km/h.
The utility model provides a TCS acquires in real time the speed of a motor vehicle information of wheel with for the wheel limit speed (accessible wheel moment reachs), calculate the real-time slip rate that obtains drive wheel, according to real-time slip rate continuous adjustment the moment of in-wheel motor, and then will real-time slip rate control is in the settlement scope.
In some embodiments, the in-wheel motor system further comprises: and the rotary transformer is arranged on the rotor of each in-wheel motor and used for detecting the angular displacement and the angular speed of the rotor in the in-wheel motor. In this embodiment, the angular displacement and the angular velocity of the rotor of the in-wheel motor are measured by the resolver, and the torque to be provided can be determined according to the angular displacement and the angular velocity of the rotor.
The rotary transformer can be sine and cosine rotary transformer, linear rotary transformer, proportional rotary transformer and multipole type rotary transformer, the utility model discloses be not limited to this.
In some embodiments, the in-wheel motor system further comprises: and the motor controller is used for controlling the rotor speed of the hub motor by adjusting the real-time power of the hub motor. In a vehicle, a motor controller is used for converting electric energy stored in a power battery into electric energy required by a driving motor according to instructions of gears, an accelerator, a brake and the like so as to control the running states of the electric vehicle such as starting operation, advancing and retreating speed, climbing force and the like, or assisting the electric vehicle to brake and storing part of brake energy into the power battery (an energy accumulator).
In addition, in order to ensure the smoothness of the communication connection between the motor controller and the in-wheel motor system, the motor controller is in communication connection with the in-wheel motor system through a CAN (controller area network) line, the data communication among all nodes of a network formed by the CAN line is strong in real-time performance, a redundant structure is easy to form, and the reliability of the system and the flexibility of the system are improved.
The information of the yaw angular velocity of the vehicle refers to the deflection of the vehicle around a vertical axis, the magnitude of the deflection represents the stability degree of the vehicle, and if the velocity of the deflection angular velocity reaches a threshold value, dangerous working conditions such as skid measurement or tail flicking of the vehicle are indicated. The centroid slip angle information refers to an included angle between the centroid speed direction of the vehicle and the direction of the vehicle head.
The direct yaw moment controller converts the real-time adjusting moment into an active yaw moment which can directly act on the rear wheels of the vehicle according to the information (namely, the information of the yaw rate of the vehicle and the information of the centroid side offset angle) which is used for representing the state of the vehicle. After the vehicle is acted by the moment, the tire information is fed back to the TCS controller, the vehicle body state information is fed back to the DYC controller, and a closed loop feedback system is formed by the vehicle and the tire information and the vehicle.
The hub motor may be an inner rotor structure or an outer rotor structure.
Of course, in some embodiments, the in-wheel motor is of an inner rotor type structure, and the in-wheel motor is further provided with a speed reducer with a fixed transmission ratio, the speed reducer is arranged between the motor and the wheel to play a role in reducing speed and increasing torque, and further the motor has high efficiency, large torque and good climbing performance under high-speed operation.
In a preferred embodiment, the hub motor is of an inner rotor type structure and is not provided with a speed reducer, in the embodiment, although the motor is directly driven by an inner rotor, the size of the motor is similar to that of the outer rotor, and the torque and power generated by direct driving are similar to those of the outer rotor, so the speed reducer is not adopted in the embodiment.
The rotating speed of a rotor motor adopted by the outer rotor type is lower, and the highest rotating speed of the motor is 1000-1500 r/min; the inner rotor type adopts a high-speed inner rotor motor, a speed reducer with a fixed transmission ratio is arranged, and in order to obtain higher power density, the rotating speed of the motor can reach 10000r/min theoretically.
Furthermore, the speed reducer is a planetary gear speed reducer, so that the speed reduction effect is better.
In some embodiments, the hub motor is an inner rotor permanent magnet synchronous motor. The permanent magnet synchronous motor has the advantages of small volume, low loss, high efficiency and the like. For conventional vehicles, in some embodiments, the rated power of the inner rotor permanent magnet synchronous motor of the present invention may be 17 KW.
Further, in order to practice thrift the energy resource consumption of vehicle, the utility model provides an in-wheel motor system still includes the accumulator, in-wheel motor is reversible motor, has formed vehicle regeneration braking energy absorbing device through reversible motor like this to can turn into the kinetic energy of vehicle electric energy storage, to for example the electric motor car can be greatly through the mode of retrieving kinetic energy, reduce the consumption of electric quantity, it is long when promoting the power consumption of electric motor car.
Can know from the above-mentioned description, the utility model discloses a combine in-wheel motor, drive antiskid control ware and direct yaw moment control ware, in-wheel motor can the accurate braking to electric torque can adjust in the short time, has improved traction force and stability control, has reduced braking distance and has improved drivability and security. Compared with the technical scheme that traction and stability control of the traditional vehicle are realized by slowing down the rotating speed of the wheels, the driving torque is more effective than deceleration force, accurate braking can be realized, and the operating stability and dynamic property of the automobile can not be reduced when the road adhesion coefficient is small.
Based on the same inventive concept, the present invention further provides an automobile including the driving device in the above embodiment, wherein the automobile may be a small, medium or large automobile, such as a bus, a transportation vehicle, a car, etc., without limitation.
It can be understood that the utility model provides an automobile, through combining in-wheel motor, drive antiskid control ware and direct yaw moment control ware, in-wheel motor can the accurate braking to electric torque can adjust in the short time, has improved traction force and stability control, has reduced braking distance and has improved drivability and security. Compared with the technical scheme that traction and stability control of the traditional vehicle are realized by slowing down the rotating speed of the wheels, the driving torque is more effective than deceleration force, accurate braking can be realized, and the operating stability and dynamic property of the automobile can not be reduced when the road adhesion coefficient is small.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the hardware + program class embodiment, since it is substantially similar to the method embodiment, the description is simple, and the relevant points can be referred to the partial description of the method embodiment.
The above-described embodiments of the platform are merely illustrative, and for example, the division of the units is only one logical functional division, and there may be other divisions when actually implementing, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment. In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the specification. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
The above description is only an example of the embodiments of the present disclosure, and is not intended to limit the embodiments of the present disclosure. Various modifications and variations to the embodiments described herein will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the embodiments of the present specification should be included in the scope of the claims of the embodiments of the present specification.
Claims (10)
1. A drive device for driving a vehicle, characterized by comprising:
the wheel hub motor system, the drive antiskid controller and the direct yaw moment controller are in communication connection;
the hub motor system comprises two hub motors which are correspondingly arranged on two rear wheels of the vehicle, and the hub motor system feeds back wheel speed information to the driving anti-skid controller;
the driving anti-skid controller acquires the wheel speed information and the pedal moment of the vehicle in real time and outputs a real-time adjusting moment for adjusting the hub motor;
the direct yaw moment controller acquires the vehicle yaw angular speed information and the mass center side slip angle information, acquires the real-time adjusting moment and outputs a corresponding real-time active yaw moment;
the in-wheel motor system receives the active yaw moment and provides a real-time torque to the rear wheels through the in-wheel motor.
2. The drive of claim 1, wherein the in-wheel motor system further comprises:
and the rotary transformer is arranged on the rotor of each in-wheel motor and used for detecting the angular displacement and the angular speed of the rotor in the in-wheel motor.
3. The drive of claim 1, wherein the in-wheel motor system further comprises: and the motor controller is used for controlling the rotor speed of the hub motor by adjusting the real-time power of the hub motor.
4. The drive of claim 3, wherein the motor controller is communicatively coupled to the in-wheel motor system via a CAN line.
5. The drive of claim 1, wherein said hub motor is of an inner rotor type construction.
6. The drive of claim 5, wherein the hub motor is an inner rotor permanent magnet synchronous motor.
7. The drive of claim 1, wherein said in-wheel motor is of an outer rotor type construction.
8. The drive arrangement of claim 6, wherein the inner rotor permanent magnet synchronous motor has a power rating of 17 KW.
9. The drive of claim 1, wherein the in-wheel motor system further comprises an energy storage and the in-wheel motor is a reversible motor.
10. A motor vehicle, characterized by comprising a drive device according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922294155.1U CN211764897U (en) | 2019-12-19 | 2019-12-19 | Drive device for driving a vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922294155.1U CN211764897U (en) | 2019-12-19 | 2019-12-19 | Drive device for driving a vehicle and vehicle |
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| Publication Number | Publication Date |
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| CN211764897U true CN211764897U (en) | 2020-10-27 |
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| CN201922294155.1U Active CN211764897U (en) | 2019-12-19 | 2019-12-19 | Drive device for driving a vehicle and vehicle |
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